Trolley.



Patented Feb. I3, |900.

No. 643,5m.

w. G. HOLMES &.Y.H. HDLLAND.

TROU-?.

(Application led Mar. 31, 1599.)

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NITED STATI-'3sV PATENT FFICIE.

WILLIAM G. HOLMES, OF ROSEVILLE, AND HENRY HOLLAND, OF DETROIT, MICHIGAN;

TROLLEY.

SPECIFICATION forming part of Letters Patent No. 643,501, dated February' is, 196e.

Application filed March 3 1, 1 89 9.

.To a/ZZ whom it may concern.'

.Be it known that we, WLLIAM G. HOLMES, residing at Roseville, Macomb county, and HENRY HOLLAND, residing at Detroit, in the county of Wayne, State of Michigan, citizens of the UnitedStates, have invented certain new and useful .Improvements in Trolleys, of which the following isa specification, reference being had therein tothe accompanying drawings.b l j 1 Y The invention relatest'o construction of the trolley-.stands for electric carss,especial'ly de-- signed for use on cars of considerable length, such as are used upon suburban lines. With such cars the trolley-stand instead of beingy placed in the center of the car, as is usual with street-cars, must be placedv nearer'the rear end, so that the trolley may be controlled by the conductor from the rear platform Offl the car. The objection to this is that when' it is necessary for any reason to reverse the motion of the car the only way in which thek trolley may be turned is by mounting the roof of the car,turning around the trolley-arm, and engaging the trolley with the wire in the reverse position. This operation requires time and is also a source of danger to the operator, who is obliged to exercise great care to avoid coming into contact with the line-wire, wire accidents having frequently happened through a slight slip or careless movement.

The present invention is especially designed to overcome this objection, and to this end consists in the construction of a trolley-stand which is adapted to be shifted from a position at one end of the car to a corresponding position at the opposite end and may be moved from one position to the other by the operator Without the necessity of his mounting the roof of the car.

The invention further consists in the peculiar construction, arrangement, and combination of the various parts, all as more fully hereinafter described and shown.

In the drawings, Figure l is a side elevation of a car to which our improvement is applied. Fig. 2 is an enlarged cross-section through the movable carriage for supporting the trolleystand and the rails on which said carriage travels. Fig. 3 is a perspective view of a carriage detached and with the stand removed.

the car. drawings this track is formed of the opporiage are adapted to engage. rail is composed of two angle-bars ct and b, lsecured together by the cross-bar c, the whole vbeing mounted upon a suitable base orrun jboard B extending longitudinally of and se- Serial No. 711,240. (No model.)

Fig. 4 is a longitudinal section through the carriage. Fig. 5 is an elevation of a portion of the carriage, showing the manner of' locking the same at the end of the track.

A is the car, upon the roof of which is arranged a longitudinal track extending between the two positions at which the trolleystand must be placed for the forward and rearward movements, respectively, of the car. The track forms a runway and securing means for a traveling carriage B, upon which the trolley-stand is supported, and also preferablyserves as an electric connection between the trolley and the motor-circuit on In the construction shown in the sitely-arranged channel-rails C and O', with the grooves of which the wheels D of the car- Each channelcured to the roof of the car.

The carriage, as shown, comprises a plate E, extending across above the rails C and C and provided With downwardly-projecting legs F, carrying the stub-axles G, upon which the Wheels D are mounted. In order to insure the easy running of the carriage, roller-bearings for said Wheels are preferably used, as indicated at I-I.

Upon the plate E is mounted a pivoted plate I for supporting the trolley-stand. This plate is preferably of diamond shape and is provided with antifriction-rolls .I at its corners, which bear upon the plate E of the carriage. The pivotal connection is formed by a central pintle on the plate E engaging in a central socket in the plate I. At each end of the carriage is arranged above the rolls J a segmental plate or track K, which serves to hold the plate I from being lifted from the plate E.

The trolley-stand proper is mounted upon the pivotal plate I and may be of any suitable construction, but, as shown, comprises the head d, swiveled upon a pin or post L, secured to and projecting upward from the center of the plate I, and the socket e for the trolley-armis pivotally secured to said head d and provided with the segments f. The head IOO d is provided with a laterally-projecting arm (7, to the outer end of which one end of aspring h is secured, the opposite end of said spring being attached to a iexible band passing over said segment fand secured thereto, the arrangement being such that the tension of the spring 7L tends to draw the trolley-arm upward.

rIhe trolley-stand being swiveled upon the plate I may be turned thereon whenever the position of the trolley-arm is to be reversed; but the stand is normally held from turning on the plate by latches which hold it in one or the other of two positions. These latches are preferably formed by the spring-arms 7o, attached at one end to the outer ends of the diamond-shaped plate I and extending inwardly therefrom. At their'innerends these arms are provided with oppositely-projecting lateral arms having double inclines Z and m, (shown in Figs. 2 and 3,) all so arranged that whenever the head d is turned upon its pivot the lateral arm g will engage with one of the inclines m, depressing the spring-arm 7o until the arm g passes over and engages with the opposite incline Z, when the tension of the spring-arm will force said arm g to a central position over the plate I.

The parts being constructed and arranged as described, in operation lthe carriage and stand are located at one end of the track, as shown in full lines in Fig. l, and in this position the trolley-arm extends backward to the rear end of the car. As the movement of the car is forward when the stand is in this position there will be no tendency to move the carriage along the track. IVhenever it is necessary to reverse the motion of the car, the operator disengages the trolley from the wire and then by means of the guide-rope N draws the arm around into its reversed position, after which the carriage may be readily drawn along the track until it reaches the opposite end thereof and assumes the position shown in dotted lines in Fig. l. The lower rail of the track is preferably notched or cut away at each end at O, so that when the carriage is at either end of the track the end wheels will drop into the notches O, allowing the plate E to drop down and rest upon the top rail of the track, so as to give a firmer support to the stand. IVhen, however, the trolley-arm is reversed in position, the pull on the rope N will tend to lift the wheels out of engagement with said notches O, so that the carriage lnay be freely drawn along the track.

It will be understood that when the trolleyarm is turned around the pivotal plate I will first turn with it until the limit of movement of the roll J beneath the segmental track K is reached. The arm g will then disengage from the spring-latch arm k by sliding over the incline Z and will then turn until it comes into contact with and is forced over the incline m of the opposite latch-arm. At this point in the movement the trolley will be directly beneath the trolley-wire and can be engaged therewith, after which the tension of the latch-arm 7c will cause the incline Z to turn the plate I again into a central position over the plate E. Thus it will be seen that the stand is always held in one or the other of its two positions in relation to the plate I. The object of this plate I is to reduce the friction in the swinging of the trolley-arm due to the passage of the car around curves or the lateral movement of the car in relationv to the trolley-wire. It also serves to prevent the wear upon the pivot-pin. The first object is accomplished by the antifriction-rolls, which, being placed a considerable distance from the center of the stand at each end, (by reason of the elongated or` diamond shape of the plate 1,) will bear down with less pressure on the plate E than if close to the center of turning. The second object is attained by the upper plate or tracks K, which hold down the rear end of the plate I, and thus take away all strain from the pivot due to the springs 7L, the pressure being borne by the rolls J and the plates.

Another advantage of the traveling trolleystand is that when it is necessary to back the car for but a short distance, as in turning the car around on a Y-track, this may be done without reversing the trolley, and should the latter by any chance run off the wire and become fouled with the cross supporting-wires the travel of the carriage along the track will prevent the tearing down of the overhead structure until the car can be brought to a stand. p

What we claim as our invention is- 1. The combination with a car-roof, of a trolley-stand secured to, and mounted for longitudinal travel upon said roof between two positions on opposite sides of the longi' tudinal center thereof, and a trolley-arm rotatably mounted upon said stand.

2. The combination of a trolley-stand and a track extending longitudinally of the car, to which said stand is secured and over which it is adapted to travel from a position at one end thereof to a corresponding position at the opposite end.

3. The combination with a car-roof, having a track extending longitudinally thereof, of a carriage secured for travel along said track and a trolley-stand rotatively mounted on said carriage.

4. The combination with a car-roof having a track extending longitudinally thereof, of a carriage secured for travel along said track, a pivotal plate secured to said carriage and a trolley-stand, mounted upon said pivotal plate and adapted to be rotatively adjusted into two positions thereon.

A trolleysupport comprising a base plate, a plate, having the trolley-stand mounted thereon, said plate being pivoted to said base and having antifriction-rolls at its forward and rear ends, and segmental tracks upon said base respectively below and above IOO said forward and rear antifriction-rolls for the purpose described.

6. A trolley-support comprising' a base, a pivotal plate having a limited rotative movement upon said base, a trolley-stand sWiveled upon said plate having a laterally-extending arm and the spring-latches lo upon opposite sides of said plate having the lateral arms provided with the opposite inclines Z and fm. for the purpose described.

7. A trolley-support comprising a base, a plate centrally pivoted to said base provided with roller-bearings at its ouft'er ends adapted to have a limited travel on said base, a head carrying the trolley-arm socket, and springs pivoted to said plate and means for locking said head to said pivotal plate in tWo opposite positions thereon.

In testimony whereof We aiix our signatures in presence of witnesses.

WILLIAM G. HOLMES. HENRY HOLLAND. 

